Car-coupling



(No Model.) Q v v 2 Sheets-Sheet 1.

. O. W. RASMUSEN.

GAE GOUPLING. No. 265,865. j Patented Oct. 10, 1882.

(No Model.) QSheets-Sheet 2.

O. W. RASMUSEN.

GAR COUPLING.

No. 265,865. Patented 0t. 10, 1882f wig UNITED STATES CHARLES W.RASMUSEN, OF CHICAGO, ILLINOIS.

CAR-COUPLING.

PATENT OFFICE.

SPECIFICATION forming part of Letters Patent No. 265,865, dated October10, 1882.

Application filed July l l, 1882. (No model.)

To all whom it may concern: 7

Be it known that I, CHARLES W. RASMUSEN, a citizen of the United States,residing at Ohicago, Cook county, Illinois,have invented certain new anduseful Improvements in Car- Gouplings, of which the following is a'specification.

My present invention, which is especially designed as an improvementupon that for which Letters Patent No.259,719 weregranted to me on the20th day of June, 1882, has for its object to provide acar-couplin gofsuch con: struction as will in a great measure avoid the shocks incidentto the passage of the cars around the curves of the roadway. This objectI accomplish by the mechanism hereinafter described,illustratedin theaccompanying drawings, and particularly defined in the claims.

Figure 1 is a plan view of myimproved coupling, the parts being shown inthe relative position assumed in traversing a curve. Fig. 2 is alongitudinal section upon line x :v of Fig. 1. Fig. 3 is a plan view ofa coupling having modified form of connecting-bar for uniting thedraw-heads. Figs. 4 and 5 are respectively a plan and longitudinalsectional view of a modified form of my coupling. Figs. 6 and 7 arerespectively a plan and a longitudinal sectional view of anothermodification of my invention.

AA designate the platforms of two connected cars, to which my improvedcou pling is applied, said coupling consisting of two main duplicateparts, one of which is attached to the under side of each platform.Securel y fastened to the platforms are the yokes a,in which aresupported, in a manner free to slide therein, the rods B, which projectsome distance be yond the yokes and carry the spiral springs b b. Theouter ends of these springs rest within sockets of the yokes a, andtheir inner ends rest within the washers b ,which bear against thesquare central portions of the rods B.

Upon the axle B is pivotally hung the shank O of what I designate thedraw-head or bufier C, and the reduced ends of this axle pass throughsuitable perforations in the enlarged portions of the rods B, and areretained in place by means of the jam-nuts b.

The shank 0 is journaled to the axle B, as shown, and against the underside of this shank bears the spring-plate c, which is attached securelyto the bottom of the yoke, 0

and serves to keep the shank pressed normally upward. The height of thisyoke is made considerably greater than the thickness of the shank,thereby permitting the free vertical vibration of the latter upon itsaxle. Each draw-head or buffer 0, attached to the shank 0, consists ofthe face-plate D, having the curved bearing-surface, and at its top thebackwardly-projecting guide-flange d. The ends of the buffers are curvedto form the stops D, the function of which is to limit the movement ofthe draw-heads, and so prevent their displacement.

Through the forward portion of the shank O is formed a suitableperforation to receive the pin E, by which the connecting-bar F ispivoted to the shank. One end of this bar F is perforated to receive thepin E, and the opposite end is provided with the rabbets ff, and withthe perforation f Into the rabbet ffits the flange d, thus forming aconnection by means of which the movement of the bar across thedraw-head is accurately guided. The rabbet f receives the perforatedcouplinglink G, and through the link and the bar is passed theretaining-pin G. As will be seen, the curved plate D describes the arcof a circle to the radius of which the connecting bar F corresponds inlength, thus securing the curved bearing-surfaces constantly together,while permitting them to turn freely one upon the other.

From the above-described construction it will be seen that when thecoupling-link is attached to the pivoted connecting-bars the cars willbe coupled closely together, and it is also apparent that the usualslight vertical motion of the cars incident to the action of thecarsprings will be readily permitted by the movement of the shanks ofthe draw-heads upon their journals, and as the ends of the cars aredeflected in turning a curve the bearingsurfaces of the draw-heads willturn on each other, being held constantly together by theconnecting-bars, which travel freely over the guide-flanges as thedirection of strain changes.

The spiral springs upon the rods B serve to is perforated, and throughthese perforations and corresponding ones in the shank U are passed thepins by which the bar is pivotally connected. The stops D uponthismodified form of coupling are placed nearer the center of the curvedbearing-surfaces; but in other respects the construction of thedrawheads and connections is identical with that 7 shown in Figs. 1 and2.

In Figs. 4: and 5 is shown a modification of my invention, in which thedraw-heads are each formed preferably of a single curved plate, D,having at the back the double angular flange d and upon the face thestops D. The ends of these draw-heads are sustained, in a manner free toslide therein, by the yokes d attached to the under side of the platformof the car, and upon these ends and between the yokes are placed thespiral springs (1 against which bear the washersldfl rigidly fixed tothe end portions of the draw heads. The connectingbars F in thismodification are yoke-shaped at their forward ends, the arms beingperforated to receive the pins for the coupling-link. The upper arm, f,of each bar rests upon the flange d, and is provided with a dependinglug, f which travels in the groove formed by the curved plate D and theupturned portion of the flange d, and the end of this arm moves I in thegroove d ,formed, as shown,in the back gether.

of the curved plate D. These grooves in the back of the curved plate I)serve to guide the bar in its movement across the draw-heads and to holdthe bar and draw-head constantly to- The rear end of the bar F entersthe box K, slotted,-as shown at k, to receive it, and is provided withthe. cross-arms f through which pass the rods K, which are secured tothe ends of the box, and upon which said crossarms are held in a mannerfree to slide. The ends of the cross-arms f 5 work in suitable grooves,k formed in the sides of the box, and on each side of the cross-arms,upon the rods K, are held the spiral springs k which act upon theconnecting-bar. The box K is pivotally attached to the headed bolt L,which depends from the platform of the car.

From the above-described construction it will be seen that theconnecting-bar F, being sustained by the pivoted box K, is able toaccommodate itself to. the different positions of thedraw-headsintraversing acnrve audit will also be seen that by reason of the factthat the perforations in the cross-arms have rounded edges and aresomewhat larger than rods K, upon which they slide, and that the heightof the slot in the box is greater ,than the thick ness of theconnecting-bar, a slight vertical movement is allowed to the bar, causedby the action of the car-truck springs. The bars F being spring-seated,and being held, as shown,

to the draw-heads, the relative position of thetwo is uniformly thesame, and as the draw- -heads turn in passing around a curve they areretained closely connected by bars which move from side to side on thedraw-heads.

In Figs. 6 and 7 is shown another modification of my invention,in whichthe draw-heads are each formed of a curved plate, D, the ends of whichare securely attached to the cross-bar M. This cross-bar M, to which ispivoted the connecting-bar F, is secured at its ends to the rods N,which are sustained, in a manner free to slide therein, by the yokes n,fastened to the under side of the platform of the car. Upon the rods Nare held the springs at, two on each rod, which give a yieldingaction tothe drawhead and the con necting-bar. Each draw-head is provided withthe stops D, and with the back guide-flange, 01, over which fits theconnecting-bar F, the construction of which is the same as thatillustrated in Figs. 1 and 2.

It will be noticed that in the several forms of couplings abovedescribed the broad laterally-curved bearing surfaces or-plates describearcs of circles to the radii of which the connecting-bars correspond inlength, and by this construction the bearing-surfaces are securedconstantly and uniformly together, while moving freely one upon theother. It will also be seen that the bearing surfaccs of the drawheadsare made imperforate or without the usual link-opening, and that theconnectinglink lies outside the bearing-surfaces. This construction isregarded as advantageous, for the reason that were link-openings made inthe face-plates they would tend to weaken the same, and for the furtherreason that the coupling of the cars can be' more readily effected wherethere is not the necessity of accurately guiding the link into a slot.

I am aware of Patent No. 11,498, of August 8, 1854, in which. thedraw-heads are provided with curved ends and provision is made fordisconnecting the cars in case of accident; and I do not wish to beunderstood as claiming matter therein shown. In my present constructionof car-couplin g the shortest possible curves can be traversed withoutuncoupling the cars and while retaining the draw-heads closely together.

I am aware of Patent No. 87,158, granted February 23, 1869, and ofPatent No. 239,272, granted March 22, 1881; and I do not wish to beunderstood as making claim to the inventions embraced therein.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. A car-coupling having draw-heads provided with broad laterally-curvedbearing-surfaces, and having connecting bars or bar pivoted back of saidbearing-surfaces at such distance as to permit said surfaces to movefreely one upon the other from side to side, and at the sametime to holdthem constantly together,

substantially as described.

or bar in length proportionate to the curve of said surfaces, asdescribed, so that the drawheads may be held constantly together, and

having stops to limit the movement of said 20 draw-heads, substantiallyas described.

5. The combination, with the draw-heads having the laterally-curvedbearing-faces D and journaled shanks O, of the spring mechanism for saidshanks, and pivoted connecting 25 mechanism for the draw-heads,substantially as described.

. CHARLES W. RASMUSEN.

Witnesses:

JAMES H. PEIRCE, GEORGE P. FISHER, Jr.

